WO2024147071A1

WO2024147071A1 - Control device and control method

Info

Publication number: WO2024147071A1
Application number: PCT/IB2023/063404
Authority: WO
Inventors: 由純大西; 裕樹押田
Original assignee: ロベルト•ボッシュ•ゲゼルシャフト•ミト•ベシュレンクテル•ハフツング
Priority date: 2023-01-05
Filing date: 2023-12-30
Publication date: 2024-07-11

Abstract

The present invention provides a control device and a control method with which it is possible to optimize the positional relationship between a leaning vehicle and a forward vehicle. In a control device and control method according to the present invention, at least during an acceleration operation by the rider, an execution unit of the control device executes, as a rider-assisting operation for assisting driving by a rider, speed control in which the speed of a leaning vehicle (1) is controlled so that the positional relationship between the leaning vehicle (1) and a forward vehicle (2) located forward of the leaning vehicle (1) approaches a target state that changes depending on the amount of accelerator pedal operation. Furthermore, a determination unit of the control device determines following safety of the leaning vehicle (1) with respect to the forward vehicle (2), and during execution of speed control, when it has been determined by the determination unit that following safety is lower than a reference, the execution unit executes a speed adjustment assistance action, which is an action of assisting speed adjustment to move the leaning vehicle (1) away from the forward vehicle (2).

Description

[Document name] Statement

[Title of invention] Control device and control method

【Technical field】

[001] The present disclosure relates to a control device and a control method capable of optimizing the positional relationship between a lean vehicle and a forward vehicle.

[Background Art]

[. 0 0 2] Conventional technologies related to lean vehicles such as motorcycles include technologies to assist the rider in driving. For example, Patent Document 1 discloses a driver assistance system that warns the rider of a motorcycle that he or she is approaching an obstacle inappropriately based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel.

[Prior art references]

[Patent documents]

【〇 0 0 3】

[Patent Document 1] JP 2009-116882 A

Summary of the Invention

[Problem to be solved by the invention]

[0004] Incidentally, as a rider assistance operation that assists the rider in driving a lean vehicle, there is a speed control that is executed at least when the rider operates the accelerator, and controls the speed of the lean vehicle so that the positional relationship between the lean vehicle and the vehicle ahead (specifically, the vehicle located in front of the lean vehicle) approaches a target state that changes according to the amount of accelerator operation. In such speed control, depending on the accelerator operation by the rider, a situation may occur in which the lean vehicle runs close to the vehicle ahead. Since there is a high need to consider safety in particular in lean vehicles compared to four-wheeled automobiles, there is a high need to optimize the positional relationship between the lean vehicle and the vehicle ahead so that the above situation is eliminated.

[0005] The present invention has been made against the background of the above-mentioned problems, and provides a control device and a control method that can optimize the positional relationship between a lean vehicle and a forward vehicle.

[Means for solving the problem]

[0006] The control device according to the present invention is a control device for a rider assistance system that assists a rider of a lean vehicle in driving, and includes an execution unit that executes speed control to control the speed of the lean vehicle so that, at least when the rider operates the accelerator, the positional relationship between the lean vehicle and a preceding vehicle located in front of the lean vehicle approaches a target state that changes according to the amount of accelerator operation, and further includes a judgment unit that judges the following safety of the lean vehicle relative to the preceding vehicle, and when the judgment unit judges that the following safety is lower than a standard during the execution of the speed control, the execution unit executes a speed adjustment assistance operation that assists in speed adjustment to move the lean vehicle away from the preceding vehicle.

[0007] A control method according to the present invention is a control method for a rider assistance system that assists a rider of a lean vehicle in driving, wherein an execution unit of a control device executes, as a rider assistance operation that assists the rider in driving, a speed control that controls a speed of the lean vehicle so that a positional relationship between the lean vehicle and a preceding vehicle located in front of the lean vehicle approaches a target state that changes according to an amount of operation of the accelerator, at least when the rider operates an accelerator, and further, a determination unit of the control device determines a following safety of the lean vehicle with respect to the preceding vehicle, and the execution unit moves the lean vehicle away from the preceding vehicle when the determination unit determines that the following safety is lower than a standard during the execution of the speed control. The speed adjustment assist operation is an operation for assisting in the speed adjustment.

【Effect of the invention】

[0008] In the control device and control method according to the present invention, the execution unit of the control device executes a speed control as a rider assistance operation for assisting the rider in driving, in which the positional relationship between the lean vehicle and the vehicle ahead of the lean vehicle approaches a target state that changes according to the amount of accelerator operation at least when the rider operates the accelerator, and the judgment unit of the control device judges the following safety of the lean vehicle with respect to the vehicle ahead, and the execution unit executes a speed adjustment assistance operation, which is an operation to assist in speed adjustment to move the lean vehicle away from the vehicle ahead when the judgment unit judges that the following safety is lower than a standard during the execution of the speed control. As a result, even if a situation occurs in which the lean vehicle runs close to the vehicle ahead during the execution of the speed control, the speed adjustment assistance operation is executed, and the above situation can be resolved. Therefore, the positional relationship between the lean vehicle and the vehicle ahead can be optimized.

[Brief description of the drawings]

[ 0 0 0 9 ]

[Figure 1] Schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention.

FIG. 2 is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention.

[Figure 3j] A figure showing the lean vehicle and the forward vehicle traveling in an embodiment of the present invention.

[Figure 4] A flowchart showing an example of the processing flow performed by a control device according to an embodiment of the present invention.

[Figure 5] A figure showing a lean vehicle and a forward vehicle cornering in an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, a control device and a control method according to the present invention will be described with reference to the drawings.

[0011] Note that, in the following, a control device used for a two-wheeled motorcycle is described (see lean vehicle 1 in FIG. 1), but the vehicle controlled by the control device according to the present invention may be any lean vehicle, and may be a lean vehicle other than a two-wheeled motorcycle. A lean vehicle means a vehicle whose body leans to the right when turning to the right, and leans to the left when turning to the left. Lean vehicles include, for example, motorcycles (motorcycles with two wheels and three wheels). Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Motorcycles include, for example, motorcycles, scooters, electric scooters, and the like.

[0012] In the following description, an engine (specifically, engine 11 in FIG. 1 described below) is installed as a drive source capable of outputting power for driving the wheels. However, a drive source other than an engine (for example, an electric motor) may be installed as the drive source, and multiple drive sources may be installed.

[0013] In the following description, a control unit that controls the hydraulic pressure of the brake fluid (specifically, hydraulic pressure control unit 12 in FIG. 1 described below) is used as the control unit for the braking force generated on the wheels. However, a control unit that controls the position of the wheel braking part itself by an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force generated on the wheels.

[0014] Furthermore, the configurations and operations described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations and operations. [0015] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are not labeled with a reference symbol or are labeled with the same reference symbol. In addition, illustrations of detailed structures are appropriately simplified or omitted.

[ 0 0 1 6 ]

<Configuration of Lean Vehicle> The configuration of a lean vehicle 1 according to an embodiment of the present invention will be described with reference to Figs. 1 to 3.

〇

The front surrounding environment sensor 15f is provided at the front of the lean vehicle 1 and detects surrounding environment information in front of the lean vehicle 1. The rear surrounding environment sensor 15r is provided at the rear of the lean vehicle 1 and detects surrounding environment information in the rear of the lean vehicle 1. The surrounding environment information detected by each surrounding environment sensor 15 is output to the control device 20.

[0024] The surrounding environment information detected by the surrounding environment sensor 15 may be information related to the distance or direction to the object located around the lean vehicle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the lean vehicle 1 (for example, the type of the object, the shape of the object itself, a mark attached to the object, etc.). The surrounding environment sensor 15 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, etc.

[0025] The surrounding environment information may also be detected by a surrounding environment sensor or infrastructure equipment mounted on another vehicle. In other words, the control device 20 may also acquire the surrounding environment information through wireless communication with another vehicle or infrastructure equipment.

[0026] The inertial measurement unit 16 is equipped with a three-axis gyro sensor and a three-direction acceleration sensor, and detects the attitude of the lean vehicle 1. The inertial measurement unit 16 is provided, for example, on the body of the lean vehicle 1. For example, the inertial measurement unit 16 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measurement unit 16 may detect other physical quantities that can be substantially converted into the lean angle of the lean vehicle 1. The lean angle corresponds to an angle that represents the inclination of the body (specifically, the body) of the lean vehicle 1 in the roll direction relative to the vertically upward direction. The inertial measurement unit 16 may be equipped with only a part of the three-axis gyro sensor and the three-direction acceleration sensor.

[0027] The front wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the front wheels (for example, the number of rotations per unit time of the front wheels [rpm] or the moving distance per unit time [km/h], etc.) and outputs the detection result. The front wheel speed sensor 17 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheels. The front wheel speed sensor 17 is provided on the front wheels.

[0028] The rear wheel speed sensor 18 is a wheel speed sensor that detects the wheel speed of the rear wheels (for example, the number of rotations per unit time of the rear wheels [rpm] or the moving distance per unit time [km/h], etc.) and outputs the detection result. The rear wheel speed sensor 18 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheels. The rear wheel speed sensor 18 is provided on the rear wheels.

〇

[0029] The accelerator grip 19 receives an accelerator operation by the rider (i.e., an operation to accelerate the lean vehicle 1). The accelerator grip 19 is attached to the handlebars and is held by the rider. The operation of rotating the accelerator grip 19 corresponds to an accelerator operation. Information indicating the amount of accelerator operation is output to the control device 20.

[0030] The control device 20 controls the rider assistance system 10. For example, a part or all of the control device 20 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, a part or all of the control device 20 may be configured with an updatable component such as firmware, or may be a program module executed by commands from a CPU or the like. The control device 20 may be, for example, a single device, or may be divided into multiple devices.

[0031] Fig. 2 is a block diagram showing an example of a functional configuration of the control device 20. As shown in Fig. 2, the control device 20 includes, for example, an acquisition unit 21, an execution unit 22, and a determination unit 23. The control device 20 also communicates with each device of the rider assistance system 10. [0032] The acquisition unit 21 acquires information from each device of the rider assistance system 10 and outputs the information to the execution unit 22 and the determination unit 23. For example, the acquisition unit 21 acquires information from the input device 14, the front surrounding environment sensor 15f, the rear surrounding environment sensor 15r, the inertial measurement unit 16, the front wheel speed sensor 17, the rear wheel speed sensor 18, and the accelerator grip 19. Note that in this specification, acquisition of information may include extraction or generation of information (e.g., calculation), etc.

[0033] The execution unit 22 executes various controls by controlling the operation of each device of the rider assistance system 10. The execution unit 22 controls the operation of the engine 11, the hydraulic control unit 12, and the display device 13, for example.

[0034] Here, the execution unit 22 can execute speed control (hereinafter, also simply referred to as speed control) that controls the speed of the lean vehicle 1 so that the positional relationship between the lean vehicle 1 and the vehicle ahead approaches a target state that changes according to the amount of accelerator operation by the rider. The vehicle ahead is a vehicle located in front of the lean vehicle 1. The speed control is executed at least when the rider operates the accelerator. The execution unit 22 starts the speed control, for example, when the rider operates the input device 14. The speed control can correspond to a rider assistance operation that assists the rider in driving. Hereinafter, an overview of the speed control will be described with reference to FIG. 3.

[0035] Fig. 3 is a diagram showing a state in which a lean vehicle 1 and a leading vehicle 2 are traveling. As shown in Fig. 3, the leading vehicle 2 travels in the same lane as the lean vehicle 1 and is located in front of the lean vehicle 1. In the example of Fig. 3, the leading vehicle 2 corresponds to the object of adjustment of the positional relationship in the speed control. Note that, in the example of Fig. 3, the leading vehicle 2 is a four-wheeled automobile, but the object of adjustment of the positional relationship in the speed control may be a vehicle other than a four-wheeled automobile (for example, a lean vehicle, etc.).

[0036] In the example of Fig. 3, the execution unit 22 controls the speed of the lean vehicle 1 so that the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2 approaches the target inter-vehicle distance during execution of the speed control. This adjusts the positional relationship between the lean vehicle 1 and the preceding vehicle 2 so that the inter-vehicle distance D1 approaches the target state where the inter-vehicle distance becomes the target inter-vehicle distance. The execution unit 22 can control the speed of the lean vehicle 1 based on information on the speed of the lean vehicle 1 acquired based on the wheel speed of the front wheels and the wheel speed of the rear wheels, for example.

[0037] The vehicle distance D1 may mean a distance along a lane (specifically, a driving lane of the lean vehicle 1) or a straight-line distance. For example, the acquisition unit 21 acquires the vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2 based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the vehicle distance D1 acquired in this way.

[0038] Here, the target state changes depending on the amount of accelerator operation by the rider. The amount of accelerator operation can be obtained from the accelerator grip 19. In the example of FIG. 3, for example, the target inter-vehicle distance, which is the target value of the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2, becomes shorter as the amount of accelerator operation increases. Therefore, depending on the accelerator operation by the rider, a situation may occur in which the lean vehicle 1 travels close to the preceding vehicle 2.

[0039] In the following, an example will be mainly described in which the speed of the lean vehicle 1 is controlled so that the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2 approaches a target inter-vehicle distance, thereby adjusting the positional relationship between the lean vehicle 1 and the preceding vehicle 2 to approach a target state. However, the execution unit 22 may also adjust the speed of the lean vehicle 1 so that the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2 approaches a target state. The speed of the lean vehicle 1 may be controlled so that the time taken for the vehicle 1 to pass the current position of the preceding vehicle 2 (the time taken for the vehicle 1 to pass the current position of the preceding vehicle 2) approaches the target passing time difference. In this case, the state in which the passing time difference becomes the target passing time difference corresponds to the target state of the positional relationship between the lean vehicle 1 and the preceding vehicle 2. For example, the acquisition unit 21 acquires the passing time difference based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the passing time difference acquired in this manner.

[0040] The judgment unit 23 performs various judgments. The judgment results by the judgment unit 23 are output to the execution unit 22 and used for processing by the execution unit 22.

[0041] <Operation of the control device> The operation of the control device 20 according to the embodiment of the present invention will be described with reference to Figs. 4 and 5.

[0042] Fig. 4 is a flowchart showing an example of a process flow performed by the control device 20. Step S101 in Fig. 4 corresponds to the start of the control flow shown in Fig. 4. The control flow shown in Fig. 4 is performed during the execution of speed control.

[0043] When the control flow shown in FIG. 4 is started, in step S102, the judgment unit 23 judges whether the following safety of the lean vehicle 1 with respect to the leading vehicle 2 is lower than a standard.

[0044] The following safety of step S!O2 means the safety when the lean vehicle 1 is following the vehicle ahead 2. For example, when the lean vehicle 1 is following the vehicle ahead 2 and the vehicle ahead 2 suddenly brakes, if it is determined that there is a possibility that the lean vehicle 1 will collide with the vehicle ahead 2 (i.e., a potential collision possibility), this corresponds to a case where the following safety is lower than the standard.

[0045] In step S102, the judgment unit 23 judges the following safety based on the positional relationship information, which is information on the positional relationship between the lean vehicle 1 and the preceding vehicle 2. As described later, when the following safety is judged to be lower than the standard, a speed adjustment support operation is executed to support the speed adjustment (hereinafter, simply referred to as speed adjustment) to move the lean vehicle 1 away from the preceding vehicle 2. This makes it possible to eliminate the situation where the lean vehicle 1 runs close to the preceding vehicle 2 during the execution of the speed control.

[0046] The positional relationship information between the lean vehicle 1 and other vehicles may include, for example, the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the lean vehicle 1 with respect to the other vehicles. However, the positional relationship information may be information of other physical quantities that can be substantially converted into these pieces of information. The positional relationship information may be obtained based on surrounding environment information obtained from the surrounding environment sensor 15, for example.

[0047] The judgment unit 23 may judge the following safety based on, for example, crowding information as the positional relationship information. The crowding information is information indicating the crowding between the lean vehicle 1 and the preceding vehicle 2 (specifically, information indicating the degree of closeness between the lean vehicle 1 and the preceding vehicle 2).

[0048] For example, when the inter-vehicle distance information between the lean vehicle 1 and the preceding vehicle 2 as the above density information indicates that the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2 is shorter than a reference distance, the judgment unit 23 judges that the following safety is lower than the reference distance. The reference distance is, for example, a short distance (for example, a minimum distance that does not result in aggressive driving) that can be judged to be likely to cause the lean vehicle 1 to collide with the preceding vehicle 2 if the preceding vehicle 2 suddenly brakes. [0049] The acquisition unit 21 may acquire the above-mentioned vehicle distance information based on the surrounding environment information of the lean vehicle 1 (for example, information obtained from the front surrounding environment sensor 15f). The above-mentioned vehicle distance information may be information indicating the vehicle distance D1 between the lean vehicle 1 and the front vehicle 2, or may be other information that can be substantially converted into the vehicle distance D1 between the lean vehicle 1 and the front vehicle 2.

[0050] For example, when the passing time difference information between the lean vehicle 1 and the preceding vehicle 2 as the above-mentioned density information indicates that the passing time difference between the lean vehicle 1 and the preceding vehicle 2 is shorter than the reference time difference, the judgment unit 23 judges that the following safety is lower than the reference. The reference time difference is, for example, a time difference short enough to judge that the lean vehicle 1 may collide with the preceding vehicle 2 if the preceding vehicle 2 suddenly brakes (for example, a minimum time difference that does not result in aggressive driving).

[0051] The acquisition unit 21 may acquire the above-mentioned passing time difference information based on the surrounding environment information of the lean vehicle 1 (for example, information obtained from the front surrounding environment sensor 15f). The above-mentioned passing time difference information may be information indicating the passing time difference between the lean vehicle 1 and the preceding vehicle 2, or may be other information that can be substantially converted into the passing time difference between the lean vehicle 1 and the preceding vehicle 2.

[0052] The determination unit 23 may determine the following safety based on, for example, stability information as the positional relationship information. The stability information is information indicating the stability of the inter-vehicle distance D1 between the lean vehicle 1 and the preceding vehicle 2.

[0053] For example, when the relative speed information between the lean vehicle 1 and the front vehicle 2 as the stability information indicates that the absolute value of the relative speed between the lean vehicle 1 and the front vehicle 2 is smaller than the reference speed, the judgment unit 23 judges that the following safety is lower than the reference speed. The reference speed is, for example, a speed in the vicinity of O km/h (specifically, a value slightly larger than O km/h). When the absolute value of the relative speed is smaller than the reference speed, the lean vehicle 1 is traveling while maintaining a substantially constant inter-vehicle distance D1 with respect to the front vehicle 2. In such a case, if the front vehicle 2 suddenly brakes, there is a possibility that the lean vehicle 1 will collide with the front vehicle 2.

[0054] The acquisition unit 21 can acquire the above relative speed information based on the surrounding environment information of the lean vehicle 1 (for example, information obtained from the front surrounding environment sensor 15f). The above relative speed information may be information indicating the relative speed between the lean vehicle 1 and the front vehicle 2 (for example, the relative speed of the lean vehicle 1 to the front vehicle 2), or other information that can be substantially converted into the relative speed between the lean vehicle 1 and the front vehicle 2 (for example, the standard deviation of the relative distance between the lean vehicle 1 and the front vehicle 2 at multiple points in time, etc.).

[0055] In the above, the example of determining the tracking safety based on the congestion information and the example of determining the tracking safety based on the stability information are described. However, the determining unit 2 3 may determine the tracking safety based on both the congestion information and the stability information.

[0056] For example, the judgment unit 23 may judge the following safety based on the following distance information as the density information and the relative speed information as the stability information. In this case, for example, when the following distance information is information indicating that the following distance D1 between the lean vehicle 1 and the preceding vehicle 2 is shorter than the reference distance, and the relative speed information is information indicating that the absolute value of the relative speed between the lean vehicle 1 and the preceding vehicle 2 is smaller than the reference speed, the judgment unit 23 judges that the following safety is lower than the reference.

[0057] For example, the determination unit 23 may determine the congestion information as the transit time difference information and the stability information as the

If the result of step S103 is YES, in step S105, the execution unit 22 executes a first speed adjustment assistance operation as a speed adjustment assistance operation that assists in speed adjustment to move the lean vehicle 1 away from the leading vehicle 2.

[0067] The first speed adjustment assist operation is an operation of informing the rider to instruct the rider to adjust the speed. The speed adjustment operation instructed by the first speed adjustment assist operation is, for example, an operation to reduce the amount of accelerator operation. When the rider performs the instructed operation, the target inter-vehicle distance in speed control becomes longer, and as a result, the lean vehicle 1 can be moved away from the leading vehicle 2.

[0068] The speed adjustment operation instructed by the first speed adjustment assist operation may be an operation other than the above. For example, the speed adjustment operation instructed by the first speed adjustment assist operation may be a brake operation (i.e., an operation for generating a braking force on the lean vehicle 1 or for increasing the braking force generated on the lean vehicle 1).

[0069] For example, in the first speed adjustment assist operation, the execution unit 22 causes the display device 13 to display an instruction to operate the speed adjustment. However, the first speed adjustment assist operation is not limited to this example, and the notification to instruct the rider to operate the speed adjustment may be realized by any method. In other words, the notification in the first speed adjustment assist operation may be realized by various methods.

[0070] For example, the notification in the first speed adjustment assist operation may be performed by display, as in the above example using the display device 13. The notification in the first speed adjustment assist operation may be performed by using the display device 13 mounted on the lean vehicle 1, or may be performed by using a display device mounted on clothing worn by the rider (for example, a helmet, etc.).

[0071] For example, the notification in the first speed adjustment assist operation may be made by sound. The notification in the second speed adjustment assist operation may be made by using a sound output device mounted on the lean vehicle 1, or may be made by using a sound output device mounted on clothing worn by the rider (for example, a helmet, etc.).

[0072] For example, the notification in the first speed adjustment assist operation may be performed by vibration. The notification by vibration in the first speed adjustment assist operation may be performed by using a vibration generating device mounted on the lean vehicle 1, or may be performed by using a vibration generating device mounted on something worn by the rider (for example, a helmet, etc.). As an example of the notification by vibration in the first speed adjustment assist operation, the execution unit 22 may output a control command to a control unit that controls the rotation of the accelerator grip 19, thereby vibrating the accelerator grip 19, for example.

[0073] For example, the notification in the first speed adjustment assist operation may be performed by causing instantaneous deceleration in the lean vehicle 1. In this case, the instantaneous deceleration may be performed using a control unit for braking force generated in the wheels (e.g., hydraulic control unit 12), a drive source of the lean vehicle 1 (e.g., engine 11), or a transmission mechanism of the lean vehicle 1.

[0074] Although various examples of methods for realizing the notification in the first speed adjustment assist operation have been described above, the notification in the first speed adjustment assist operation may be realized by combining a plurality of methods. For example, the notification in the first speed adjustment assist operation may be realized by sound in addition to display.

[0075] Following step S105, in step S106, the judgment unit 23 judges whether or not a reference time has elapsed from the point in time when the first speed adjustment support operation was started in step S105.

In other words, after the first speed adjustment assist operation is started in step S105, if the following safety of the lean vehicle 1 to the forward vehicle 2 is determined to be lower than the standard for a period of time shorter than the standard time, the execution unit 22 does not execute the second speed adjustment assist operation.

[0085] If the result of step S106 is YES, the judgment unit 23 judges in step S108 whether the following safety of the rear vehicle to the lean vehicle 1 is lower than a standard. The rear vehicle is a vehicle located behind the lean vehicle 1.

[0086] The following safety in step S108 means the safety when the lean vehicle 1 is traveling in a state where it is followed by a rear vehicle. For example, when the lean vehicle 1 is traveling in a state where it is followed by a rear vehicle, if the lean vehicle 1 suddenly brakes, it is determined that the rear vehicle may collide with the lean vehicle 1 (that is, there is a potential possibility of collision). This corresponds to a case where the following safety is lower than the standard.

[0087] In step S108, the judgment unit 23 judges the above-mentioned following safety based on positional relationship information, which is information on the positional relationship between the lean vehicle 1 and the rear vehicle.

[0088] The judgment unit 23 may judge the following safety based on, for example, crowding information as the positional relationship information. The crowding information is information indicating the crowding between the lean vehicle 1 and the following vehicle.

[0089] For example, when the distance information between the lean vehicle 1 and the rear vehicle as the density information indicates that the distance between the lean vehicle 1 and the rear vehicle is shorter than a reference distance, the judgment unit 23 judges that the following safety is lower than the reference distance. The reference distance is, for example, a short distance (for example, a minimum distance that does not result in aggressive driving) that can be judged to be possible for the rear vehicle to collide with the lean vehicle 1 if the lean vehicle 1 suddenly brakes.

[0090] The acquisition unit 21 can acquire the above-mentioned vehicle distance information based on the surrounding environment information of the lean vehicle 1 (for example, information obtained from the rear surrounding environment sensor 15r). The above-mentioned vehicle distance information may be information indicating the vehicle distance between the lean vehicle 1 and the rear vehicle, or may be other information that can be substantially converted into the vehicle distance between the lean vehicle 1 and the rear vehicle.

[0091] For example, when the passing time difference information between the lean vehicle 1 and the rear vehicle as the above density information indicates that the passing time difference between the lean vehicle 1 and the rear vehicle is shorter than the reference time difference, the judgment unit 23 judges that the following safety is lower than the reference. The reference time difference is, for example, a time difference short enough to judge that the rear vehicle may collide with the lean vehicle 1 if the lean vehicle 1 suddenly brakes (for example, a minimum time difference that does not result in aggressive driving).

[0092] The acquisition unit 21 may acquire the passing time difference information based on the surrounding environment information of the lean vehicle 1 (for example, information obtained from the rear surrounding environment sensor 15r). The passing time difference information may be information indicating the passing time difference between the lean vehicle 1 and the rear vehicle, or may be other information that can be substantially converted into the passing time difference between the lean vehicle 1 and the rear vehicle.

[0093] The determination unit 23 may determine the following safety based on, for example, stability information as the positional relationship information. The stability information is information indicating the stability of the distance between the lean vehicle 1 and the rear vehicle.

[ 0 0 9 4 ]

The second speed adjustment assist operation is an operation for automatically adjusting the speed without the operation by the rider. For example, in the second speed adjustment assist operation, the execution unit 22 controls the operation of the engine 11 to reduce the driving force acting on the lean vehicle 1. This makes it possible to forcibly move the lean vehicle 1 away from the vehicle 2 ahead.

[0103] The second speed adjustment support operation may be an operation of automatically adjusting the speed by a method other than the above. For example, the execution unit 22 may control the operation of the hydraulic control unit 12 in the second speed adjustment support operation to generate a braking force on the lean vehicle 1 or increase the braking force generated on the lean vehicle 1. Also, for example, the execution unit 22 may generate a braking force on the lean vehicle 1 or increase the braking force generated on the lean vehicle 1 in addition to reducing the driving force generated on the lean vehicle 1 in the second speed adjustment support operation.

[0104] Here, in the second speed adjustment support operation, the execution unit 22 may change the speed change that occurs automatically in the lean vehicle 1 due to the speed adjustment according to the following safety of the lean vehicle 1 with respect to the vehicle 2 in front. For example, in the second speed adjustment support operation, the execution unit 22 may increase the amount of change in the speed change that occurs automatically in the lean vehicle 1 due to the speed adjustment as the following safety of the lean vehicle 1 with respect to the vehicle 2 in front is lower. This allows the degree of speed adjustment to be optimized according to the following safety of the lean vehicle 1 with respect to the vehicle 2 in front.

[0105] In addition, in the second speed adjustment assist operation, the execution unit 22 may automatically adjust the speed by outputting a control command to a control unit that controls the rotation of the accelerator grip 19. For example, the control command may be a control command to strengthen the restoring force acting on the accelerator grip 19 (specifically, a biasing force by a spring or the like that restores the accelerator grip 19 to a position in the rotation direction when no load is applied). As a result of outputting such a control command, it becomes difficult for the rider to rotate the accelerator grip 19 in a direction that increases the amount of operation of the accelerator grip 19. In addition, for example, the control command may be a control command to forcibly rotate the accelerator grip 19 in a direction that decreases the amount of operation of the accelerator grip 19.

[0106] In the above, an example in which at least one of the driving force and the braking force acting on the lean vehicle 1 is controlled to automatically adjust the speed in the second speed adjustment assist operation, and an example in which the rotation of the accelerator grip 19 is controlled to automatically adjust the speed are described. However, in the second speed adjustment assist operation, automatic speed adjustment may be performed by controlling both at least one of the driving force and the braking force acting on the lean vehicle 1 and controlling the rotation of the accelerator grip 19.

[0107] As described above, when the judgment unit 23 judges that the following safety of the lean vehicle 1 to the forward vehicle 2 is lower than the standard during the execution of the speed control, the execution unit 22 of the control device 20 executes a speed adjustment support operation, which is an operation to support the speed adjustment to move the lean vehicle 1 away from the forward vehicle 2. As a result, even if a situation occurs in which the lean vehicle 1 runs close to the forward vehicle 2 during the execution of the speed control, the speed adjustment support operation is executed, and the above situation can be resolved. Therefore, the positional relationship between the lean vehicle 1 and the forward vehicle 2 can be optimized.

[0108] In the above, an example of the process performed by the control device 20 has been described with reference to the flowchart in Fig. 4. However, the process performed by the control device 20 may be a process that is modified from the example of the process described above.

[0109] In the processing example described above, both the first speed adjustment support operation and the second speed adjustment support operation are executed as the speed adjustment support operation. However, the first speed adjustment support operation is executed as the speed adjustment support operation. Only one of the first speed adjustment assist operation and the second speed adjustment assist operation may be executed.

[0110] In the processing example described above, the execution unit 22 changes whether or not to execute the second speed adjustment support operation based on the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 with respect to the lean vehicle 1. However, the method of using the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 with respect to the lean vehicle 1 may be a method other than the above.

For example, the execution unit 22 may change whether or not to execute the first speed adjustment support operation based on a judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 with respect to the lean vehicle 1. For example, the execution unit 22 may prohibit the first speed adjustment support operation when it is judged that the following safety of the rear vehicle with respect to the lean vehicle 1 is lower than a standard.

[0112] Also, for example, the execution unit 22 may change the degree of restriction of the speed adjustment support operation based on the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 with respect to the lean vehicle 1. For example, when the execution unit 22 judges that the following safety of the rear vehicle with respect to the lean vehicle 1 is lower than a standard, the execution unit 22 may reduce the amount of change in the speed change that occurs automatically in the lean vehicle 1 due to the speed adjustment in the second speed adjustment support operation, compared to when the following safety is judged to be higher than the standard. Also, for example, when the execution unit 22 judges that the following safety of the rear vehicle with respect to the lean vehicle 1 is lower than a standard, the execution unit 22 may reduce the perceptibility of the notification in the first speed adjustment support operation (for example, the display range may be narrowed or the display brightness may be lowered) compared to when the following safety is judged to be higher than the standard.

[0113] In other words, the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 can be widely used to limit the speed adjustment support operation. In other words, the execution unit 22 can limit the speed adjustment support operation based on the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1. Note that the judgment of the following safety of the rear vehicle located behind the lean vehicle 1 to the lean vehicle 1 (step S! 08 in the above example) does not have to be performed.

[0114] The control device 20 may also determine the straightness of the lean vehicle 1 and limit the speed adjustment support operation based on the result of the determination. FIG. 5 is a diagram showing the lean vehicle 1 and the forward vehicle 2 cornering. For example, the determination unit 23 determines whether the lean vehicle 1 is cornering as the straightness of the lean vehicle 1. Then, the execution unit 22 limits the speed adjustment support operation based on the result of the determination of the straightness of the lean vehicle 1.

[0115] The determination unit 23 can determine whether the lean vehicle 1 is cornering, for example, based on the attitude information of the lean vehicle 1. The attitude information is information related to the attitude of the lean vehicle 1, and specifically, is information related to a physical quantity that reflects the attitude of the lean vehicle 1 that changes when the lean vehicle 1 corners. Examples of the attitude information include lean angle information of the lean vehicle 1, lateral acceleration information of the lean vehicle 1, and steering angle information of the lean vehicle 1. The lean angle information and lateral acceleration information can be obtained, for example, based on the detection result of the inertial measurement unit 16. The steering angle information can be obtained, for example, based on the detection result of a sensor provided on the steering wheel to detect the steering angle.

[0116] However, the judgment unit 23 may determine whether the lean vehicle 1 is cornering based on information other than the posture information. For example, the judgment unit 23 may determine whether the lean vehicle 1 is cornering based on map information acquired from a navigation device and position information of the lean vehicle 1.

[ 0 1 1 7 ] The execution unit 22 may change whether or not to execute the speed adjustment support operation based on, for example, the result of the judgment of the straightness of the lean vehicle 1. For example, the execution unit 22 may prohibit the speed adjustment support operation when it is judged that the lean vehicle 1 is cornering. Also, the execution unit 22 may change the degree of restriction of the speed adjustment support operation based on, for example, the result of the judgment of the straightness of the lean vehicle 1. For example, when it is judged that the lean vehicle 1 is cornering, the execution unit 22 may reduce the amount of change in speed that automatically occurs in the lean vehicle 1 due to the speed adjustment in the second speed adjustment support operation compared to when it is judged that the lean vehicle 1 is traveling straight. Also, for example, when it is determined that the lean vehicle 1 is cornering, the execution unit 22 may reduce the perceptibility of the notification in the first speed adjustment assistance operation compared to when it is determined that the lean vehicle 1 is traveling straight.

[0118] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0119] The control device 20 includes an execution unit 22 that executes speed control to control the speed of the lean vehicle 1 so that the positional relationship between the lean vehicle 1 and the forward vehicle 2 located in front of the lean vehicle 1 approaches a target state that changes according to the amount of accelerator operation at least when the rider operates the accelerator, as a rider assistance operation to assist the rider in driving. The execution unit 22 also includes a judgment unit 23 that judges the following safety of the lean vehicle 1 to the forward vehicle 2. When the judgment unit 23 judges that the following safety of the lean vehicle 1 to the forward vehicle 2 is lower than a standard during the execution of the speed control, the execution unit 22 executes a speed adjustment assistance operation that assists in speed adjustment to move the lean vehicle 1 away from the forward vehicle 2. As a result, even if a situation occurs in which the lean vehicle 1 runs close to the vehicle ahead 2 during execution of the speed control, the speed adjustment support operation is executed, so that the above situation can be resolved. Therefore, the positional relationship between the lean vehicle 1 and the vehicle ahead 2 can be optimized.

[0120] Preferably, in the control device 20, the judgment unit 23 judges the safety of the lean vehicle 1 following the vehicle ahead 2 based on positional relationship information, which is information on the positional relationship between the lean vehicle 1 and the vehicle ahead 2. Thereby, the safety of the lean vehicle 1 following the vehicle ahead 2 can be appropriately judged based on the positional relationship between the lean vehicle 1 and the vehicle ahead 2. For example, when the lean vehicle 1 travels following the vehicle ahead 2, if the vehicle ahead 2 suddenly brakes, it can be appropriately judged based on the positional relationship.

[0121] Preferably, in the control device 20, the positional relationship information includes density information that indicates the density of the lean vehicle 1 and the preceding vehicle 2. This makes it possible to more appropriately determine the following safety of the lean vehicle 1 to the preceding vehicle 2 based on the density of the lean vehicle 1 and the preceding vehicle 2. For example, when the lean vehicle 1 travels following the preceding vehicle 2, if the preceding vehicle 2 suddenly brakes, it is possible to more appropriately determine whether or not there is a possibility that the lean vehicle 1 will collide with the preceding vehicle 2 based on the density.

[0122] Preferably, in the control device 20, the judgment unit 23 judges that the following safety of the lean vehicle 1 to the forward vehicle 2 is lower than a standard when the vehicle distance information between the lean vehicle 1 and the forward vehicle 2 as the congestion information indicates that the vehicle distance D1 between the lean vehicle 1 and the forward vehicle 2 is shorter than a standard distance. Thereby, the following safety of the lean vehicle 1 to the forward vehicle 2 is appropriately judged using the vehicle distance information.

[0123] Preferably, in the control device 20, the determination unit 23 determines whether the lean vehicle 1 is passing the vehicle 2 ahead of the lean vehicle 1 when the passing time difference information between the lean vehicle 1 and the vehicle 2 ahead of the lean vehicle 1 is shorter than a reference time difference. It is thus possible to appropriately determine the following safety of the lean vehicle 1 with respect to the preceding vehicle 2 by using the passing time difference information.

[0124] Preferably, in the control device 20, the positional relationship information includes stability information indicating the stability of the vehicle distance D1 between the lean vehicle 1 and the forward vehicle 2. This makes it possible to more appropriately determine the following safety of the lean vehicle 1 to the forward vehicle 2 based on the stability of the vehicle distance D1 between the lean vehicle 1 and the forward vehicle 2. For example, when the lean vehicle 1 travels following the forward vehicle 2, if the forward vehicle 2 suddenly brakes, it is possible to more appropriately determine whether or not there is a possibility that the lean vehicle 1 will collide with the forward vehicle 2 based on the stability.

[0125] Preferably, in the control device 20, the judgment unit 23 judges that the following safety of the lean vehicle 1 to the forward vehicle 2 is lower than the standard when the relative speed information between the lean vehicle 1 and the forward vehicle 2 as the stability information indicates that the absolute value of the relative speed between the lean vehicle 1 and the forward vehicle 2 is smaller than the standard speed. Thereby, the following safety of the lean vehicle 1 to the forward vehicle 2 is appropriately judged using the relative speed information.

[0126] Preferably, in the control device 20, the execution unit 22 does not execute the speed adjustment support operation when the following safety of the lean vehicle 1 to the preceding vehicle 2 is judged to be lower than the standard for a period of time shorter than the standard time. As a result, when the lean vehicle 1 continues to run close to the preceding vehicle 2 during the execution of the speed control, the above situation can be resolved by executing the speed adjustment support operation.

[0127] Preferably, in the control device 20, the execution unit 22 notifies the rider to perform a speed adjustment operation during the speed adjustment assistance operation. This prompts the rider to perform a speed adjustment operation, so that the target inter-vehicle distance in speed control becomes longer when the rider performs a speed adjustment operation. As a result, the lean vehicle 1 can be moved away from the leading vehicle 2.

[0128] Preferably, in the control device 20, the execution unit 22 automatically adjusts the speed during the speed adjustment support operation without depending on an operation by the rider. As a result, the speed adjustment support operation is performed to forcibly move the lean vehicle 1 away from the leading vehicle 2.

[0129] Preferably, in the control device 20, the execution unit 22 changes the speed change that occurs automatically in the lean vehicle 1 due to the speed adjustment according to the following safety of the lean vehicle 1 to the preceding vehicle 2. This makes it possible to optimize the degree of speed adjustment according to the following safety of the lean vehicle 1 to the preceding vehicle 2.

[0130] Preferably, in the control device 20, the execution unit 22 outputs a control command to a control unit that controls the rotation of the accelerator grip 19 of the lean vehicle 1 that receives the accelerator operation in the speed adjustment assist operation. By controlling the rotation of the accelerator grip 19, the speed adjustment assist operation (for example, in the above example, both the first speed adjustment assist operation and the second speed adjustment assist operation) can be appropriately realized.

[0131] Preferably, in the control device 20, the execution unit 22 restricts the speed adjustment support operation based on the judgment result of the following safety of the rear vehicle located behind the lean vehicle 1 with respect to the lean vehicle 1. This makes it possible to optimize the execution or restriction degree of the speed adjustment support operation according to the following safety of the rear vehicle with respect to the lean vehicle 1. Therefore, for example, when the following safety of the rear vehicle with respect to the lean vehicle 1 is lower than a standard, it is possible to suppress the rear vehicle and the lean vehicle 1 from coming into contact with each other due to the execution of the speed adjustment support operation. [0132] Preferably, in the control device 20, the execution unit 22 restricts the speed adjustment support operation based on the result of the judgment of the straightness of the lean vehicle 1. This allows the execution or restriction degree of the speed adjustment support operation to be optimized depending on whether the lean vehicle 1 is cornering. Therefore, for example, when the lean vehicle 1 is cornering, it is possible to suppress the rider from feeling uncomfortable due to the widening of the inter-vehicle distance D1 between the lean vehicle 1 and the forward vehicle 2. In addition, for example, when the lean vehicle 1 is cornering, it is possible to suppress the rider's concentration from decreasing due to the execution of the first speed adjustment support operation.

[0133] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[Explanation of symbols]

[ 0 1 3 4 ]

1 lean vehicle, 2 forward vehicle, 1 0 rider assistance system, 1 1 engine, 1 2 hydraulic control unit, 1 3 display device, 1 4 input device, 1 5 surrounding environment sensor, 1 5 f front surrounding environment sensor, 1 5 r rear surrounding environment sensor, 1 6 inertial measurement unit, 1 7 front wheel speed sensor, 1 8 rear wheel speed sensor, 1 9 accelerator grip, 2 0 control device, 2 1 acquisition unit, 2 2 execution unit, 2 3 judgment unit, D 1 inter-vehicle distance.

Claims

[Document name] Scope of claims

[Claim 1] A control device (20) for a rider assistance system (10) that assists a rider of a lean vehicle (1) in driving, the control device (20) comprising: an execution unit (22) that executes, as a rider assistance operation that assists the rider in driving, a speed control that controls the speed of the lean vehicle (1) so that, at least when the rider operates an accelerator, a positional relationship between the lean vehicle (1) and a preceding vehicle (2) located in front of the lean vehicle (1) approaches a target state that changes according to an amount of operation of the accelerator; and a determination unit (23) that determines a following safety of the lean vehicle (1) relative to the preceding vehicle (2), and the execution unit (22) controls the lean vehicle (1) when the determination unit (23) determines that the following safety is lower than a standard during the execution of the speed control. and executing a speed adjustment assist operation, which is an operation for assisting in speed adjustment to move the vehicle (1) away from the vehicle (2) in front.

[Claim 2] The control device according to claim 1, wherein the judgment unit (23) judges the following safety based on positional relationship information which is information on the positional relationship.

[Claim 3] The control device according to claim 2, wherein the positional relationship information includes congestion information indicating a congestion between the lean vehicle (1) and the forward vehicle (2).

[Claim 4] The control device according to claim 3, wherein the determination unit (23) determines that the following safety is lower than the standard when the vehicle distance information between the lean vehicle (1) and the preceding vehicle (2) as the congestion information indicates that the vehicle distance (D1) between the lean vehicle (1) and the preceding vehicle (2) is shorter than a reference distance.

[Claim 5] The control device according to claim 3, wherein the determination unit (23) determines that the following safety is lower than the standard when the passing time difference information between the lean vehicle (1) and the preceding vehicle (2) as the congestion information indicates that the passing time difference between the lean vehicle (1) and the preceding vehicle (2) is shorter than a reference time difference.

[Claim 6] The control device according to any one of claims 2 to 5, wherein the positional relationship information includes stability information indicating the stability of a distance (D1) between the lean vehicle (1) and the forward vehicle (2).

[Claim 7] The control device according to claim 6, wherein the judgment unit (23) judges that the following safety is lower than the standard when the relative speed information between the lean vehicle (1) and the preceding vehicle (2) as the stability information indicates that the absolute value of the relative speed between the lean vehicle (1) and the preceding vehicle (2) is smaller than a reference speed.

[Claim 8] The control device according to claim 1 or 2, wherein the execution unit (22) does not execute the speed adjustment assist operation when the following safety is determined to be lower than the standard for a time shorter than a reference time.

[Claim 9] The control device according to claim 1, wherein the execution unit (22) issues a notification to the rider instructing the rider to operate the speed adjustment during the speed adjustment assistance operation.

[Claim 1 ○] The control device according to claim 1, wherein the execution unit (22) automatically performs the speed adjustment during the speed adjustment assistance operation without operation by the rider.

[Claim 11] The control device described in claim 10, wherein the execution unit (22) changes the speed change that automatically occurs in the lean vehicle (1) due to the speed adjustment in accordance with the following safety.

[Claim 12] The control device according to any one of claims 9 to 11, wherein the execution unit (22) outputs a control command to a control unit that controls rotation of an accelerator grip (19) of the lean vehicle (1) that receives the accelerator operation during the speed adjustment assist operation.

[Claim 13] The control device according to claim 1, 2, 9 or 10, wherein the execution unit (22) limits the speed adjustment assist operation based on a judgment result of the following safety of a rear vehicle located behind the lean vehicle (1) with respect to the lean vehicle (1).

[Claim 14] The control device according to claim 1, 2, 9 or 10, wherein the execution unit (22) limits the speed adjustment assistance operation based on a result of determining the straightness of the lean vehicle (1).

[Claim 15] A control method for a rider assistance system (10) that assists a rider of a lean vehicle (1) in driving, comprising: an execution unit (22) of a control device (20) executes, as a rider assistance operation that assists the rider in driving, a speed control for controlling a speed of the lean vehicle (1) so that a positional relationship between the lean vehicle (1) and a preceding vehicle (2) located in front of the lean vehicle (1) approaches a target state that changes in accordance with an amount of accelerator operation by at least the rider when the rider operates an accelerator; and a determination unit (23) of the control device (20) determines a following safety of the lean vehicle (1) with respect to the preceding vehicle (2), and the execution unit (22) determines, during the execution of the speed control, that the following safety is lower than a standard, and When it is determined that the vehicle is leaning (1) away from the vehicle ahead (2), a speed adjustment assistance operation is performed.